beimer



1B. F. REIMER.

Car Brake.

4 Sheets-Sheet 1.

Patented June 201, 1854.

N, PETERS, PHOTO 11 RAP R ASHINGTON D C Ina 2 1,201:

. .4 Sheets-Sheet .3. I B. F., REIMER.

Car Brake. No. 11,138; Patented June 20, 1354.

BENJ. F. REIMER, OF PHILADELPHIA, PENNSYLVANIA.

RAILROAD-GAR BRAKE.

Specification of Letters Patent No. 11,138, dated June 20, 1854.

To all whom it may concern:

Be it known that I, BENJAMIN F. REIMER, of the city of Philadelphia, of the State of Pennsylvania, have invented a new and useful Improvement in Retarding and Stopping RailWay Trains; and I do hereby declare that the following is a full and exact description thereof, reference being had to the accompanying drawings and letters of reference marked thereon.

The nature of my invention consists of so constructing a perpendicular rod, towhich is attached a rubber block, so that it can be operated independent of the sliding frame or rods that are so arranged to operate all the brakes of all cars in the train simultaneously.

To enable others that are skilled in the art to make and use my invention, I will now proceed to describe its construction and operation.

Each car is furnished with a frame o-rrod A, Figure 3, which is guided on friction rollers B B and C C and is permitted to have a backward and forward movement only. Rollers G O are placed close together, so as to guide chain D (which is better seen in end View Fig. 6), and which shows the groove in which chain D plays. Chain D is attached to frame or rod A and perpendicular rod E (the peculiar construction is better seen in end view, Fig. 4). Perpendicular rod E is attached to rubber block F by passing through the spiral spring M, and is secured at the end by an adjustable nut. Rubber block F is made of iron with wooden shoes L L. Rods G G are guides to rubber block and permit an up and down movement only. Bent rod H is a lar rod E.

Letter 2' is a fulcrum with slat-s for the purpose of attaching lever K and to take hold guide to perpendicuof the T-shaped projection of perpendicular rod E.

Fig. 5 is a plan view of Fig. 3 and shows the construction of frame or rod A and rollers B B and C O. i I

Fig. 1 represents the back part of a fender of a locomotive or a car constructed for the purpose.

Letter A represents a-sliding frame or rod and moves on friction rollers B and is projected and drawn in by joints O D and E joint is attached to perpendicular link F (better seen in end view, Fig. 9) and is attached to rod and rack H and is operated on by p1n1on wheel a and Windlass wheel K.

Fig. 7 is a view to Fig. 1, butinstead of its projecting a frame or rod under the platform it is projected under it.

Fig. 8 is a plan View of Fig. 7.

Fig. 9 is an end View showing links F and horizontal shaft G. l

Fig. 10 is a modification of Fig. 1 and Fig. 7 and shows a method to bring joints 2 and E to a parallel line by crank pin Fig. 11 is an end View, Fig. 10.

Fig. 12 shows in plan a method of giving the engineer the control of projecting frame or rod A, which in Figs. 1, 7 and 10 is done by a man stationed for the purpose.

It will be observed when frame or rod A of Figs. 1 or 7 is projected itforces frame or rod A of Fig. 3 backward and thereby raises perpendicular rod E, whereby rubber block F is operated on the wheels and an lncreased pressure is used. The spiral spring M recedes and permits frame or rod A to project still more, thereby giving frames or rods of the following cars suffici'ent movement to operate the brakes on each car effectually. The spiral spring assists the weight of the rubber block to free itself of the wheels after it has been operated. Whenit is desirable to operate the brake or rubber block on the wheels independent of the sliding frame or rod, it is easily done by using lever K of Fig. 3 in connection with fulcrum z and the T-shaped projection of perpendicular rod E.

I do not claim the mechanism. described for operating the brakes of a train simultaneously, as it is a well known device, but

BENJA. F. REHIER.

Witnesses:

WILLIAM. TAYLOR, JOHN MANDERSON. 

